Charge former



Patented Feb. 20, 1945 I Fritz Gosslau, Berlin-Charlottenburg, Johannes Schmidt, Berlin-Eichkamp, and Georg Weiche,

Berlin-Relnickendorf, Germany;

vested in the Allen Property Custodian Original application October 7, 1938, Serial No. 233,728. Divided and this application May 20,

1941, Serial No. 394,322.

Claims.

The present invention relates to internal combustion engines, and more particularly to devices for regulating internal combustion engines.

In Germany'October This application is a divisional application based upon certain subject matter contained in our prior copending application Serial No. 233,728, filed October 7, 1938, patented September 29, 1942, Serial No. 2,297,213. I

Broadly, it is an object of the invention to provide regulating devices which are adapted to control the fuel supply of internal combustion engines.

More specifically, it is an object of the invention to provide regulating devices which are adapted to automatically keep constant the weight of the air in relation to the weight of the fuel.

It is still a further object of the invention to balance by means of a balance beam the difference of the static and the dynamic pressure of the air passing through the 'air intake on the one hand, and of the pressure prevailing inside and outside of the fuel injecting nozzle on the other hand, and to thereby control the fuel supply of internal combustion engines.

It is another object of the invention to control the fuel supply of internal combustion engines by balancing by means of a spring the difference of the static and the dynamic pressure of the air in the air intake, and by further balancing by means of a second spring the difference of the pressure inside and outside of the fuel injecting nozzle.

It is still another object of the invention to pro,- vide a regulator for controlling the fuel supply, said regulator being dependent upon the difference of the static and the dynamic air pressure in the air intake, and further upon the state of the air or its specific weight in such a manner that the regulator depends upon the ratio of the effective air pressure and of the specific volume of the air- Itis still another object of the invention to provide a device which allows a particularly favorable utilization of the fuel reserve of the engine. Our novel regulating device has, for instance, the advantage that aircraft provided with such regulators have a range of flight which is greater than with the use of the hitherto known regulating devices.

It is still a further object of the invention to provide a regulating device which under all service conditions operates free of objection and also, as is required, e. g., in the aircraft arts, in

It is still another object of the invention to provide a device which practically never requires operation of the person controlling the engine, for instance of a pilot.

It is still another object of the invention to provide a regulating device which automatically adjusts definite mixture ratios of air and fuel particularly when using various kinds of fuel.

The novel regulator forming an object of the invention is, e. g., so constructed that the measuring device influenced by the pressure differences of the air drawn in in the air intake acts upon the spring load of the overflow valve of a pressure pump which feeds the fuel by way of nozzles into the charging pipe. e

In accordance with a modification of this construction, the adjusting members of the device for measuring the quantity of air also may be used to alter the internal cross section of the fuel nozzle.

In order to measure the difference of the static and of the dynamic pressure of the air in the air intake Venturi nozzles or throats may advantageously be inserted into the air intake. Instead of the Venturi throat any other known measuring instrument may be used. However, Venturi nozzles have the advantage that practically no throttle losses occur.

These and other objects of the present invention will become more evident in the following description taken in connection with the drawing, in which:

Fig. 1 is a diagrammatic representation of a regulator wherein the pressure diflerence prevailing at the fuel nozzle-is utilized for effecting Y the control.

Fig. 2 is a view of a. modification of a detailof the device shown generally in Fig. 3.

An example of our novel regulating device shown herein is particularly characterized by its great simplicity and by the fact that it automatically sets the desired mixing ratio independent of the state of the air at each instant.

To this end the invention utilizes the knowledge that with invariable density of air and with a definite mixing ratio the pressure differential of the venturi bears a certain relation to the pressure difference prevailing in and behind the fuel nozzle. This knowledge is utilized by providing a pressure scale or balance beam influencing the fuel control valve. The balance beam provided in connection with the fuel mix ture regulator is subjected, on the one hand, to the. action of the pressure differential across the difference prevailing at the fuel spray nozzles.

A further feature of the invention consists in the use of a control slide relieved of the fuel pump pressure, the control slide being independent of the number of revolutions of the fuel pump or, as the case may be, independent of the characteristic of a spring, 1. e., of the spring constant.

In Fig. 1 a single cylinder engine is shown for the sake of simplicity. Piston I02 is arranged in cylinder IIII and is connected by means of piston rod I03 to crank pin I04 of crankshaft I05. Fuel pump 106 i connected to one end of crankshaft I95. Fuel pump I06 is formed in a known manner as a geared pump and therefore a detailed showing and a description thereof is deemed unnecessary. Gear wheel IIII is mounted upon the other end of crankshaft I05 and cooperates with gear wheel I08 fixed upon shaft I09 of rotor II I of the air blower. Spiral blower casing H2 is connected to pipe II3 leading to inlet valve H4. The exhaustvalve is shown at II 5. The suction space of the blower is formed as a Venturi tube H6. Throttle valve III is arranged in front of Venturi tube H6. Pipe connection I I8 is provided at the point of Venturi tube H6 where the highest air velocity prevails. The air pressure, i. e., the effective pressure, prevailing at connection H8 indicates the quantity of air flowing through tube H8 in a unit of time. In front of point H8 a further pipe connection H9 is provided at the point, where stowage of the drawn in air begins.

Fuel injecting nozzle 'I2I i provided in the walls of blower casing H2 and behind nozzle I2I a pipe connection I22 is provided for indicating the air pressure prevailing in blower casing II2 behind fuel nozzle I2 I.

Pipe I23 leads from the connection N8 of the Venturi tube to channel I24 provided in regulator casing I25. Pipe 126 leads from pipe connections H9 of the Venturi tube by way of pipe I21 into regulator casing I25. A cylindrical space is provided in casing I25 wherein piston I28 may freely move up and down. Pipe I21 transmitting the pressure in front of the Venturi discharges into the space above piston I28, and channel I24 carrying the pressure across the Venturi discharges into the space below piston I28. Piston rod I29 bears against a balance beam I3I which may oscillate about prism I32. The other end of balance beam I3I is connected to slide I33 provided in a cylindrical recess of casing I25. Slide I33 is provided below its cylindrical head portion I34 with a portion I35 of reduced cross section so that an annular space I36 is formed in the cylinder space of casing I25. Below annular space I38 slide I33 enlarges again to form cylinder I3I of a cross section corresponding to that of slide head portion I34.

Pipe I38 branching from fuel pump 108 discharges into annular space I38. Head portion I34 of piston slide I35 carries a lateral groove I39 which in plan view has the form of a triangle. Groove 139 allows the fuel flowing from pipe I38 into space I35 to flow by way of triangular groove I39 into space I4I above slide I33. According to the height of slide I36 with regard to the bottom edge 142 of space "I more or less fuel may flow into space I4I. Pipe I43 leads from space I4I to fuel nozzle I2 I The lower end I44 of piston slide I33 also is of cylindrical shape so that it restricts space I45 below slide I33. Pipe I46 leading from venturi and, on the other hand, to the pressure connection I22 in'blower casing Il2 discharges into space 145.

Pivot I32 around which balance beam I3I may be swung i formed as a prism which may easily be shifted upon surface 141. For this purpose rod I48 is provided which leads into a special fluidtight casing I49. Rod I48 is connected in casing I49 with a barometric bellows I5l. 0n the other hand, bellows I5I is maintained in its position by rod I52 linked to hand lever I53 which may be fixed in its position. Pipe I54 which, by way of pipe I26, is connected to tapping II9 discharges into casing I49.

The above described device operates as follows:

Supposing, e. g., the number of revolutions of th engine increases, while the position of throttle valve III remains invariable. Due to the increasing number of revolutions more air i drawn in by Venturi tube H6. Therefore, the pressure prevailing at connection H9 will be higher than that prevailing at connection I I8. Consequently, the upper surface of piston I28 is now heavier loaded than its lower surface so that the piston starts to fall. Hence, lever BI is swung in such a manner that control piston I33 is displaced upwardly. More fuel may now flow from space I36 by way of triangular groove I39 into space MI. The fuel flows into space "I until the higher pressure built up in space "I i in equilibrium with piston I28.

Simultaneously with the described operations, the pressure ratios prevailing at the fuel nozzle I2I and at the connection I22 of the blower casing also change. The higher number of revolutions of blower rotor III causes an increase of the pressure at connection I22 which is transmitted by way of pipe I48 into space I45. The increasing pressure in spac I45 acts in the same manner as the increasing pressure above piston I28.

With decreasing output or efficiency of the engine, the described operations are performed in the reversed direction, and it is obvious that any change of the operating condition of the engine, which may be caused for instance by adjusting the throttle valve H1, also influences the balance beam consisting of the parts 128, I3l and I33.

The above described operation allows a regulation of the correct fuel mixture ratio only as long as the density of the air does not change. If the specific volume of the air changes, for instance due to a change of temperature, or due to the fact that the aircraft overcomes great differences in height, then these altered conditions must be considered. For this purpose bellows I5I is provided which is arranged in casing 749. From connection I I9 in front of the Venturi tube the specific volume of the air indicating the state of the air prevailing in front of the Venturi tube is transmitted to casing I49 by way of pipes I26 and I54. Alterations of the state of the air effect an expansion or contraction of bellows I5I which, by means or rod I48, displaces prism I32 mounted upon surface 141 to the right or to the left, as the case may be. By the displacement of prism I32 the leverage of the regulator balance beam is altered in accordance with the change of the state of the air.

By thi arrangement, therefore, a uniform mixing ratio of air and fuel independent upon the output of the engine and the prevailing barometric pressure is always assured.

Now, as is well known, a change of the fuel mixing ratio is desired with a change of the output of the internal combustion engine. This change of the fuel mixture ratio also can be ob'- tained with a device according to the invention. and for this purpose lever III is provided. By adjusting lever III pivot point 132 of the balance beam i displaced and thereby the fuel mixing opened, the fuel fed by geared wheels I59 flows no longer by way of pipe 138 into space I38, butthrottled and the feed pressure of the pump is increased.

Although preferred embodiments of the regulating device have been disclosed in accordance with thepresent invention, it is to be understood that variations and modifications therein may be made coming within the broader spirit and scope thereof as defined in the following claims.

What we claim is:

1. In an internal combustion engine, a blower, an air intake for transmitting air to said blower and comprising a venturi, a fuel injecting nozzle in said blower, an opening in said blower adjacent said fuel nozzle for determining the pressure in said blower, a fuel conduit connected to said fuel nozzle, a fuel pump feeding fuel through said conduit to said fuel nozzle, a first piston actuated by the difference of the air pressure across said venturi in said air intake, a cylinder, a second piston slidable in said cylinder having an upper head part a lower head part anda middle portion of reduced diameter arranged between said two head parts,said upper head part being connected with said fuel conduit and actuated by the pressure prevailing in said fuel nozzle, said lower head part being actuated by the pressure prevailing in the opening in said blower, said reduced middle portion being connected with. and exposed to th pressure produced by said fuel pump, whereby said second piston is dependent upon the pressure difference between said fuel nozzle and said opening and independent upon said fuel pump pressure, a recess in said upper head part for transmitting the fuel from said fuel pump to said nozzle and controlling the amount of fuel fed to said fuel nozzle in accordance with the position of said upper head part,

pressure difference and upon the difference of the pressure inside and-outside of said fuel nozzle.

-2."In an internal combustion engine, a blower, an air intake connected with said blower and having a venturi, a fuel injecting nozzle in said blower, an opening in said blower adjacent said fuel nozzle for determining the pressure in said blower, a fuel conduit connected with said fuel nozzle, a fuel pump feeding fuel through said conduit to said fuel nozzle, a first piston actuated by the difference of the air pressure across said venturi' in said air intake. a. cylinder, a second piston slidable in said cylinder. and having an upper head part a lower head part and a middle portion of reduced diameter arranged between said two head parts, said upper head part being connected with said fuel conduit and actuated by the pressure prevailing in said fuel nozzle, said lower head part being exposed to the pressure prevailing in said opening, said reduced middle portion being connected with and exposed to the pressure produced by said fuel pump, whereby said second piston is dependent upon the pressure difference between said fuel nozzle and the opening in said blower and independent upon said fuel pump pressure, a recess in said upper head part for transmitting the fuel from said fuel pump to said nozzle and controlling the amount of fuel fed to said fuel'nozzle in accordance with the position of said upper head part, a balance beam having two arms, a fulcrum for supporting said balance beam, each of said arms being connected with one of said .two pistons; whereby the amount of fuel fed to said nozzle is dependent upon said air pressure difference and upon the difference of pressure inside and outside of said fuel nozzle, the fulcrum of said balance beam being shiftable to change at will the mixing ratio of fuel to air. I

' 3. In an internal combustlon engine, a blower, an air intake connected with said blower and having a venturi, a fuel injecting nozzle in said blower, an opening in said blower adjacent said fuel nozzle for determining the pressure in said blower, a fuel conduit connected with said fuel nozzle, a fuel pump feeding fuel through said conduit to said fuel nozzle, a first piston actuated by the difference of the air pressure across said venturi in said air intake, a cylinder, a second piston slidable in said cylinder and having an upper head part a lower head part and a middle portion of reduced diameter arranged between said two head parts, said upper head part being connected with said fuel conduit and actuated by the pressure prevailing in said fuel nozzle, said lower head part being exposed to the pressure prevailing in said opening, said reduced middle portion being connected with and exposed to the pressure produced by said fuel pump, whereby said second piston is dependent upon the pressure difference between said fuel nozzle and the opening in said blower and independent upon said fuel pump pressure, a recess in said upper head part for transmitting the fuel from said fuel pump to said nozzle and controlling the amount of fuel fed to said fuel nozzle in accordance with the position of said upper head part, a balance beam having two arms, a fulcrum for supporting said balance beam, each of said arms being connected with one of said two pistons, a bellows responsive to the ambient air pressure and operatively connected with the fulcrum of said balance beam for controlling the position thereof in slidable in said cylinder and having an upper head nected with and exposed to the pressure produced by said fuel pump, whereby said second piston is dependent upon the pressure difference between said fuel nozzle and the opening in said blower and independent upon said fuel pump pressure, a recess in said upper head part for transmitting the fuel from said fuel pump to said nozzle and controlling the amount of fuel fed to said fuel nozzle in accordance with the position of said upper head part, a balance beam having two arms, a fulcrum for supporting said balance beam, each of said arms being connected with one of said two pistons, a bellows responsive to the ambient air pressure and operatively connected with the fulcrum of said balance beam for controlling the position thereof in dependence upon the ambient air pressure and further means for shifting the fulcrum of said balance beam to change at will the mixing ratio of fuel to air.

5. In an internal combustion engine, a blower, an air intake connected with said blower and comprising a Venturi throat, a fuel nozzle in said blower, an opening in said blower adjacent said fuel nozzle for determining the pressure of said blower, a fuel conduit connected with said fuel nozzle, a fuel pump for feeding fuel through said conduit to said fuel nozzle, a first piston actuated by the difference of the air pressure across said Venturi throat, a cylinder, a second piston slidable in said cylinder and having an upper head part a lower head part and a middle portion of reduced diameter, said upper head part being connected with said fuel conduit and exposed to the pressure prevailing in said fuel nozzle, said lower head part being exposed to the pressure prevailing in the opening in said blower, said reduced middle portion being connected with and exposed to the pressure produced by said fuel pump, whereby said second piston is dependent upon the pressure difierence between said fuel nozzle and said opening and independent from said fuel pump pressure, a recess in said upper head part connecting said fuel pump with said nozzle and controlling the amount of fuel fed to said fuel nozzle in accordance with the position of said upper head part, said fuel pump being provided with an overflow valve, means for controlling said overflow valve in dependence upon the pressure in said fuel nozzle, a balance beam having two arms,

a fulcrum for supporting said balance beam, each of said arms being connected with one of said two pistons, whereby the amount of fuel fed to said nozzle is controlled in dependence upon the air pressure difference in said Venturi throat and the difference of the pressure in said fuel nozzle and in said blower opening. 7

FRITZ GOSSLAU. JOHANNES SCHMIDT. GEORG WEICHE. 

